The Garmin G1000 is an integrated flight instrument system manufactured by Garmin
typically composed of two display units, one serving as a primary flight display,
and one as a multi-function display. It serves as a replacement for most
conventional flight instruments and avionics.
Components An aircraft with a basic Garmin G1000
installation contains two LCD displays as well as an integrated communications
panel that fits between the two. These displays are designated as a GDU, Garmin
Display Unit. Beyond that, additional features are
found on newer and larger G1000 installations, such as in business jets.
This includes: A third display unit, to act as a
co-pilot PFD An alphanumeric keyboard
An integrated flight director/autopilot Depending on the airplane manufacturer
and whether or not a GFC 700 autopilot is installed, the G1000 system will
consist of either two GDU 1040 displays, a GDU 1040 PFD/GDU 1043 MFD, or a GDU
1045 PFD/GDU 1045 MFD. The GDU 1040 is the standard base bezel
with no autopilot/flight director mode selection keys below the heading bug.
The GDU 1043 has autopilot/flight director keys for all GFC 700 modes
except VNAV. The GDU 1045 is essentially identical to the GDU 1043 except for the
addition of an autopilot/flight director mode for VNAV. Depending on how the
units are installed, an MFD failure may, or may not, have an impact on autopilot
or flight director use. If a GDU 1040 is used as a PFD in an airplane equipped
with a GFC 700 autopilot, a failure of the MFD will leave the autopilot
engaged, but the modes cannot be changed because no autopilot keys are present on
the PFD. But, if an MFD failure occurs in an airplane with the GFC 700
autopilot and either a GDU 1043 or a GDU 1045 bezel installed as a PFD, the pilot
will have full use of the autopilot through the keys on the PFD.
Both the PFD and MFD each have two slots for SD memory cards. The top slot is
used to update the Jeppesen aviation database every 28 days, and to load
software and configuration to the system. The aviation database must be
current to use GPS for navigation during IFR instrument approaches. The bottom
slot houses the World terrain and Jeppesen obstacle databases. While
terrain information rarely changes or needs to be updated, obstacle databases
can be updated every 56 days through a subscription service. The top card can
be removed from the G1000 system following an update, but the bottom card
must stay in both the PFD and MFD to ensure accurate terrain awareness and
TAWS-B information. Primary flight display
The primary flight display shows the basic flight instruments, such as the
airspeed indicator, the altimeter, the heading indicator, and course deviation
indicator. A small map called the "inset map" can be enabled in the corner. The
buttons on the PFD are used to set the squawk code on the transponder. The PFD
can also be used for entering and activating flight plans. The PFD also
has a "reversionary mode" which is capable of displaying all information
shown on the MFD. This capability is provided in case of an MFD failure.
Multi-function display The multi-function display typically
shows a moving map on the right side, and engine instrumentation on the left.
Most of the other screens in the G1000 system are accessed by turning the knob
on the lower right corner of the unit. Screens available from the MFD other
than the map include the setup menus, information about nearest airports and
NAVAIDs, Mode S traffic reports, terrain awareness, XM radio, flight plan
programming, and GPS RAIM prediction. Implementation
The G1000 system consists of several integrated components which sample and
exchange data or display information to the pilot.
= GDU display= The GDU display unit acts as the primary
source of flight information for the pilot. Each display can interchangeably
serve as a primary flight display or multi-function display. The wiring
harness within the aircraft specifies which role each display is in by
default. All of the displays within an aircraft are interconnected using a
high-speed Ethernet data bus. A G1000 installation may have two GDUs or three.
There are several different GDU models in service, which have different screen
sizes and different bezel controls. In normal operation, the display in
front of the pilot is the PFD and will provide aircraft attitude, airspeed,
altitude, vertical speed, heading, rate-of-turn, slip-and-skid, navigation,
transponder, inset map view, and systems annunciation data. The second display,
typically positioned to the right of the PFD, operates in MFD mode and provides
engine instrumentation and a moving map display. The moving map can be replaced
or overlaid by various other types of data, such as satellite weather,
checklists, system information, waypoint information, weather sensor data, and
traffic awareness information. Both displays provide redundant
information regarding communications and navigation radio frequency settings even
though each display is usually only paired with one GIA Integrated Avionics
Unit. In the event of a single display failure, the remaining display will
adopt a combined "reversionary mode" and automatically become a PFD combined with
engine instrumentation data and other functions of the MFD. A red button
labeled "reversionary mode" or "display backup," located on the GMA audio panel,
is also available to the pilot to select this mode manually if desired.
= GMA audio panel= The GMA panel provides buttons for
selecting what audio sources are heard by each member of the cockpit. It also
includes a button for forcing the integrated cockpit into its fail-safe
reversionary mode. = GMC/GCU remote controllers=
The GMC and GCU controllers are panel-mounted modules which provide a
more intuitive interface for the pilot than that provided by the GDU. The GMC
controls the G1000's autopilot, while the GCU is used to enter navigational
data and control the GDU's functions. = GIA integrated avionics unit=
The GIA unit is a combined communications and navigation radio, and
also serves as the primary data aggregator for the G1000 system. It
provides a two-way VHF communications transceiver, a VHF navigation receiver
with glideslope, a GPS receiver, and a variety of supporting processors. Each
unit is paired with a GDU display, which acts as a controlling unit. The GIA 63W,
found on many newer G1000 installations, is an updated version of the older GIA
63 which includes Wide Area Augmentation System support.
= GDC air data computer= The GDC computer replaces the internal
components of the pitot-static system in traditional aircraft instrumentation. It
measures airspeed, altitude, vertical speed, and outside air temperature. This
data is then provided to all the displays and integrated avionics units.
= GRS attitude and heading reference system=
The GRS system uses solid-state sensors to measure aircraft attitude, rate of
turn, and slip and skid. This data is then provided to all the integrated
avionics units and GDU display units. Unlike many competing systems, the AHRS
can be rebooted and recalibrated in flight during turns of up to 20 degrees.
= GMU magnetometer= The GMU magnetometer measures aircraft
heading and is a digital version of a traditional compass. It does so through
aligning itself with the magnetic flux lines of the earth.
= GTX transponder= Either the GTX 32 or GTX 33 transponder
can be used in the G1000 system, although the GTX 33 is far more common.
The GTX 32 provides standard mode-C replies to ATC interrogations while the
GTX 33 provides mode-S bidirectional communications with ATC and therefore
can indicate traffic in the area as well as announce itself spontaneously via
"squittering" without prior interrogation.
= GEA engine/airframe unit= The GEA unit measures a large variety of
engine and airframe parameters, including engine RPM, manifold pressure,
oil temperature, cylinder head temperature, exhaust gas temperature,
and fuel level in each tank. This data is then provided to the integrated
avionics units. = GSD data aggregator=
The GSD is a data aggregator system included on complex G1000 systems, such
as that found on the Embraer Phenom 100. It serves as a point of connection which
allows external systems to communicate with the G1000.
= Backup systems= As a condition of certification, all
aircraft utilizing the G1000 integrated cockpit must have a redundant airspeed
indicator, altimeter, attitude indicator, and magnetic compass. In the
event of a failure of the G1000 instrumentation, these backup
instruments become primary. In addition, a secondary power source is
required to power the G1000 instrumentation for a limited time in
the event of a failure of the aircraft's alternator and primary battery.
Certification The Garmin G1000 is generally certified
on new general aviation aircraft, including Beechcraft, Cessna, Diamond,
Cirrus Design, Mooney, Piper, Quest Aircraft, and Tiger. Garmin recently
announced its first G1000 retrofit program for the Beechcraft C90 King Air
in 2007 followed by the Beechcraft B200 King Air in 2009. The Garmin G1000
became a jet platform in 2007, as the avionics system for the Cessna Citation
Mustang very light jet.[1] Versions of the G1000 are also used in the Embraer
Phenom 100 and Embraer Phenom 300, and PiperJet, as well as the Bell SLS
helicopter. Although the G1000 was developed in cooperation with Honda, the
HondaJet uses G3000. Competition
The G1000 competes with the Avidyne Entegra and Chelton FlightLogic EFIS
glass cockpits. However, there are significant differences with regard to
the features, degree of integration, intuitive aspects of the design, and
overall product utility. Note that the Chelton system is not typically found in
airplanes that include the less expensive G1000 or Avidyne systems.
Advantages and drawbacks As it has GPS, communication, and radio
navigation components built directly into the system, it both consolidates
components into a centralized location and, for the same reason, becomes
potentially more costly to repair or replace. The system has the potential to
reduce downtime as key components, such as the AHRS, ADC and PFD, are modular
and easily replaced. The system's design also prevents the failure of a single
component from "cascading" through other components.
The G1000 is compatible with the latest enhanced vision system technology.
Enhanced vision systems use thermal and infrared cameras to see real-time images
and help turn obscurants such as bad weather, night time, fog, dust and
brownouts into better images that can see 8-10 times farther than the naked
eye. This helps people see better and fly more safely It is uncertain if the
FAA properly performed adequate research to determine if "tape" displayed
information is as intuitive as traditional needle gauge display
information. There are some safety concerns with all
glass cockpits, such as the failure of the primary flight displays. The Garmin
G1000 system offers a reversionary mode that will present all of the primary
flight instrumentation on the remaining display. In addition, there are multiple
GPS units, and electronic redundancy incorporated extensively throughout the
design of the system. Training and training resources
Flying any glass cockpit aircraft requires transition training to
familiarize the pilot with the aircraft's systems. Transition training
is most effective when a pilot prepares ahead of time. Most general aviation
manufacturers using the G1000 system have FAA Industry Training Standards
training programs for pilots transitioning into their airplanes. FAA
FITS compliant training is recommended for any pilot transitioning to the G1000
or any other glass cockpit prior to operating the aircraft in instrument
meteorological conditions or if operating a glass cockpit aircraft for
the first time. Glass cockpit aircraft may not be suitable for primary
training. One of the most effective resources for
preparing for G1000 transition training include the Garmin simulator software.
In addition, some flight schools now have G1000 flight training devices that
provide realistic simulation. All of the most current Garmin G1000
pilot's guides are available in PDF format for free downloading from Garmin.
See also Garmin G3000
References External links
Garmin UK Garmin's UK Blog
Garmin G1000 product pages Garmin International official site
Avidyne vs. Garmin G1000 in Microsoft Flight Simulator
Garmin G1000 at Cessna Citation Mustang